dewey



(No Model.) 3 Sheets-Sheet I. M. W. DEWEY. ELECTRIC RAILWAY.

No. 452,099. Patented May 12,1891.

M QLVENTQIT 6 WlTNESSES:

M, @4444 M $4 ATTO RN EYS.

(No Model.) v 3 Sheets-Sheet 2. M. W. DEWEY.

ELECTRIC RAILWAY.

No. 452,099. Patented May 12,1891.

@ M W64 ATTORNEYS.

WITNESSES:

M 0 T N E W l .8! W 3. M w m KNHWIHL v k -M1 Q Q N S $5 1% Q r p SH mmmi b R W h PN (No Model.) 3 Sheets-Sheet 3 M. W. DEWEY.

ELECTRIC RAILWAY.

N0 452,099. Patented May 12,1891.

INVENTOR WITNESSES:

. ATTORN EYS.

0., msnmcmu o c UNITED STATES PATENT OFFICE.

MARK WV. DE\VEY, OF $YRAOUSE, NElV YORK, ASSIGNOR TO THE DElVEYCORPORATION, OF SAME PLACE.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 452,099, dated May 12,1891.

Application filed December 20, 1890- Serial No. 375,391. (No model.)

To aZZ whom it may concern.-

Be it known that I, MARK W. DEWEY, of

Syracuse, in the county of Onondaga, in the State of New York, haveinvented new and useful Improvements in Electric Railways, (Case No.81,) of which the following, taken in connection with the accompanyingdrawings, is a full, clear, and exact description. My invention relatesto electric railways; and the object is to combine an induction systemthe same or similar to that shown and describedin a prior application ofmine, Serial No. 315,457, filed June 25, 1889, with any well knownconduction system.

The purpose of my invention is to provide a system that as a whole willbe less expensive than a system operated entirely by the induction plan.The devices necessary for the construction of an efficient inductionsystem make such system much more expensivethan an ordinary conductionsystem. By combining the two systems in one a more simple constructionis derived, and in many cases all the advantages are obtained whichwould be gained by an entire induction system. For electric railwaysextending through city and suburban places or the country this system'isparticularly adapted, as the underground induction system may beemployed in .the city or through the streets thereof on which there isconsiderable travel, while the overhead conduction system, or a systemhaving exposed line conductors, is used in the suburbs or in thecountry. Electric railways often extend through and between two citiesand a distance of several miles through the country where there is butlittle travel, and where the overhead conduction system is notobjectionable. In such cases the induction sys tem is employed fortheendportionsof the road that are in thecities,whilethe intermediate por-.tion in the country is equipped with the overhead conduction system.Exposed line conductors for railways in cities are objectionable formany reasons, and in some cities they are not allowed to be suspendedbecause thereof. As the induction system is free from these objectionsand has most of the advantages of the conduction system, it is veryessential Y that the two systems be combined to produce from either andboth systems and without interruption, as hereinafter described.

To this end my invention consists,broadly, in an electric railway havinga portion thereof equipped witha conduction system and another portionequipped with an induction system.

My invention consists, further, in the combination, in an electricrailway, of a track, an exposed line working-conductor extending alongaportion of the traclnan insulated line working-conductor extending alonganother portion of the track, a source of alternating currents ofelectricity for the insulated line conductor, a car to move upon saidtrack, a circuit on the car, a terminal for said circuit to make contactwith the exposed line conductor, a circuit on the car adapted to becompleted thereon, a portion of the latter circuit arranged ininductional relation to the insulated line conductor, and a motor on thecar in both of the circuits thereon and arranged to move the car; and myinvention consists, also, in certain other combinations of apparatushereinafter described, and specifically set forth in the claims.

In the accompanying drawings, Figure l is a side elevation, partly insection, of an electric railway and motor car embodying my invention.Fig. 2 is a plan view of the same. Figs. 3 and a are modifications ofFigs. 1 and 2. Figs. 5, 6, 7, 8, and 9 are modifications of sideelevations of my electric-railway system, and Fig. 10 is an endelevation of the railwaycar equipped with my induction system, andshows, also, a cross-section of the railway.

Referring specifically to the drawings,Ain the figures represents asource of irregular or alternating currents. B and B are the lineconductors connected therewith and extending along the railway or trackO.

a a, &c., are poles or supports for the suspended exposed line conductoror conductors 1, and 2 indicates the underground insulated lineconductor or conductors of the induction portion of the railway.

Z) Z) Z) are U-shaped iron cores placed at intervals along the inductionportion of the railway and preferably equal distances apart. Said coresare embedded in the roadway and arranged at right angles to the railsthereon, but with their poles extending to, in proximity to, or abovethe surface of, the road-bed, preferably the latter. The poles of saidcores are located on each side of the center of the road-bed, butpreferably between the rails of the track. I do not limit myself to anyparti cular distance between two of said cores, but they may be placedapart about the length of a car with good results. I) Z) Z) are coilswound upon the said cores. The coils are shown connected in parallelwith thelineconductors, as this is preferred, butit will be obvious thatin some cases they may be connected in series. The reference-figure 1also represents the portion or portions of the railway equipped with theconduction system,'

and the reference-figure 2 the portion or portions of the railwayequipped with the induction system.

D is the vehicle or car to travel on the railway.

dis the vehicle-conductor or the electric circuit on the vehicle, and cc are terminals of the conductor to move in contact with the exposedline conductors, and which may be of any suitable construction.

6 is an elongated iron core carried on the vehicle, and is similar tothe cores 1) I), but is inverted, and e is a coil wound on said core andconnected in circuit with the vehicleconductor.

E is an electric motor in the vehicle-conductor, and f f areeurrent-regulators therefor, also in the circuit.

A current-rectifier is indicated in dotted lines on the car in Fig. 1,and is to be em- .ployed when the motor E is a directcnrrent motor.IVhen an alternating-current motor is employed, the rectifier isdispensed with.

The ends of the insulation on the line conduetor or conductors ofportion 2 of the railway are indicated by dotted lines at a a.

In Figs. 1 and 2 of the drawings the end portions of the railway areshown equipped with the conduction system oroverhead exposed lineworking-eonductors, while the intermediate or central portion isequipped with the underground induction system. The cores for the lattersystem are preferably laminated or divided to prevent cross-currents.The ends or poles of the cores may be separated by an airspace, or theymay be connected by iron rollers or brushes 6 e, fixed to the ends ofthe vehicle-core to form a closed magnetic circuit. In the same figuresbut one of the line conductors Bis suspended and the other B is formedby the rails of the track. One terminal or contact 0 of thevehicle-conductor is mounted on the top of the car D, while the othercontact 0 is formed by the wheels of the car, or is mounted upon arms afixed to the core and extending outward toward and above the rails ofthe track,

as shown in Fig. 10 of the drawings. In Fig. 1 is also shown a switchgfor alternately closing and opening the circuit containing the coils eand the conductor connected to the movable contacts 0 c. The said switchmay be moved to open both circuits by movingits free end to the rightfrom the position in which it is shown in the figure, but when moved tothe left it will close the conductor connected to the contacts 0 c andopen the circuit of the coil e or cut the same out of circuit. In theposition in which it is shown the coil or complete circuit on thevehicle is closed.

The coil or complete circuit is to be closed when the car is on theportion of the railway equipped with the induction system, and saidcircuit is to be opened and the conductor connected with the contacts 00 closed when the car is upon the portion of the road equipped with theconduction system or exposed line conductors. The switch should beoperated when the car is moving from one portion to a dilferentlyequipped portion of the railway.

In Figs. 3 and 4 both line working-conductors are suspended at portions1 1 of the road and the rails of the track are not used for thereturn-conductor. In this case both of the contacts are mounted on thetop of the car, as the lines are overhead, and the switch g simply cutsout or in the coil 6 when it is moved. The other circuit of the motor isopened and closed automatically by the car when it moves from oneportion of the railway to another. The current-rectifier can be usedwith this plan also when desired-that is, when a direct-current motor isemployed to propel the vehicle. In other respects the said figures arethe same as or similar to Figs. 1 and 2.

Fig. 5 represents a railway divided into two portions only, the portionat the end where the source of electricity is located being equippedwith the induction system, and the other end portion with the conductionsystem. The cores and coils in the road-bed are simply indicated in thisfigure, and also in some other figures hereinafter described, by boxes1/", which inclose said cores and coils.

In Fig. 5 an inductional current-transformer F is shown connectedbetween the different portions or systems of the railway for the purposeof changing or reducing the tension of the current for the exposed lineconductors. One of the coils of thesaid transformerisconnected incircuit with the alternating-current dynamo A, and the other coil of thetransformer is in circuit with the exposed line conductors. The exposedline conductors in this case may be of greater cross-section than theinsulated conductors, if desired, and the convolutions of the former onthe core of the transformer may be less in number than the convolutionsof the latter or primary coil.

In Fig. (5 the intermediate or central portion of the railway isequipped with exposed line conductors. The insulated conductors extendunderground between the portions 2 2. The transformer F is located andfeeds the overhead conductors about midway between the portions 2 2. Aplurality of transformers may be used and placed at intervals along theline, if required.

Fig. 7 is similar in most respects to Fig. 6; but the primary circuitdoes not extend bebetween the portions 2 2 of the railway, as in Fig. 6.A transformer F, the same as that shown in Fig. 5, is employed betweenthe portion 1 on the left and one end of the conduction system, and asimilar transformer F reversed is located between the other end of theconduction system and the second induction portion of the railway. Withthis arrangement a great deal is saved in lineconductors, especiallywhen such central portion is very long. A reduced tension is maintainedin the exposed lines by the transformer F, and an increased volume also,if desired, and then by the transformer F the transformed current or aportion thereof in the exposed lines is reconverted into a current ofhigher tension and less volume, if desired, for the second inductionportion of the railway.

In Fig. 8 the railway is divided into two parts or portions, the portionon the left or near the generating-station being equipped with theconduction system and the portion on the right with the inductionsystem. In this case the exposed line conductors, one of which is shownsuspended and the other being formed by the rails of the track, areconnected with a source of direct continuous current, as adirect-current dynamo A located at the gener ating-station, where thesource of alternating currents A for the induction system is located. Inorder to save line conductors, the dynamo A may be located between thetwo systems at a separate generating-station, as shown in dotted linesin the figure, and, if desired, both dynamos may be located at thispoint, thus dispensing with the other generating-station. The car inFig. 8 is shown equipped with a direct continuous-current motor, arectifier, and current-regulators H and H for the motor. The switch 9 isa double-pole switch in this case, and is located in the vehicle-circuitso as to cut out the rectifier with the coil e, as the rectifier willnot, of course, be required when the said coil is not in use, or whenthe car is on the portion of the railway equipped with the conductionsystem.

In Fig. 9 a direct continuous-current dynamo is shown as employed togenerate the currents for both systems. The said dynamo A is shownlocated at one end of the railway, but it may be located at the junctionof the two portions or systems, if preferred. An inductional transformerF, the same as that shown in Fig. 7, is shown between or conmeeting thetwo systems for the purpose of increasing the tension of the current inthe insulated leads, and a suitable current-alternator is indicated inthe primary circuit near the transformer to rapidly alternate thecurrent for thetransformerand for the induction portion 2 of therailway.

I do not limit myself to the details of construction, as they may bemodified in various ways without departing from my invention.

Having described my invention, what I claim as new, and'desire to secureby Letters Patent, is

1. In an electric railway, a supply-conductor extending along therailway, a car to move along said railway, an electric motor to propelthe car, an electric conductor on the car connected to the motor, anelectric connection to conduct the current between the supply-conductorand the car-conductor, and suitable means on the car whereby the currentfor the motor may be induced bythe current in the supply-conductor.

2. In an electric railway, the combination of a track, an exposed lineworking-conductor extending along a.portion of the track, an insulatedline working -conductor extending along another portion of the track, asource of alternating currents of electricity for the insulated lineconductor, a car to move upon said track, a circuit on the car, aterminal for said circuit to make contactwith the exposed lineconductor, a second circuit on the car adapted to be completed thereon,a portion of the latter circuit arranged in inductional relation to theinsulated line conductor, and a motor on the car in both of the circuitsthereon and arranged to move the car.

3. In an electric railway, the combination of a track, an exposed lineworking-conductor extending along a portion of the track, an insulatedline conductor extending along another portion of the track, a source ofirregular or alternating currents for both conductors, a car to move onsaid track, a circuit on the car, having a terminal to move in contactwith the exposed conductor, means to form a complete circuit on the car,a portion of the complete circuit in inductional relation to theinsulated line conductor, and a motor on the car in the circuit thereonand arranged to propel the car.

4. In an electric railway, a supply-conductor extending along therailway, a car to. move along said railway, an electric motor to propelthe car, an electric conductor on the car connected to the motor, anelectric connection to conduct the current between the supplyconductorand the car-conductor, and suit-i able means on the car whereby thecurrent for the motor may be derived from the sup-.

ply-conductor by induction.

5. In an electric railway, a supply-conductor extending along therailway, having one or more portions of its length exposed and one ormore portions insulated, a car to move along said railway, an electricmotor topropel the car, an electric conductor on the car connected tothe motor, an electric connection to conduct the current between theexposed portion or portions of the supply-conductor and thecar-conductor, and suitable means whereby the current for the motor maybe derived from the insulated portion or portions of thesupply-conductor by induction.

6. In an electric railway, a supply-conductor extending along therailway, having one or more portions of its length exposed and suspendedabove the ground and one or more portions insulated and beneath thesurface of the ground, a car to move along said railway, an electricmotor to propel the car, an electric conductor on the car connected tothe motor, an electric connection to conduct the current between theexposed portion or portions of the supply-conductor and thecarconductor, and suitable means whereby the current for the motor maybe derived from the insulated portion or portions of thesupply-conductor by induction.

7. In an electric railway having a conduction system for one portion andan induction system for another portion, asource of hightension currentfor the induction system, and a transformer to reduce the tension of aportion of the said current to supply the conduction system.

S. The combination of a car or vehicle movable along a given path, aseries of stationary magnetic cores placed at intervals along a portionof said path, coils surrounding said cores and connected with a sourceof irregular or alternating currents, an exposed line working-conductorextending along another portion of the said path, a magnetic corecarried by the car in inductional relation to the stationary cores, asecondary conductor wound thereon, a movable contact connected to thesecondary conductorto make contact with the exposed line conductor, andan electro-n'iz'rgnetic motor on the car and for propelling the same andconnected in circuit with the secondary conductor.

9. The combination of a car or vehicle movable along a given path, aseries of sta tionary magnetic cores placed at intervals along a portionof said path, coils surround ing said cores and connected with a sourceof irregular or alternating currents, an exposed line working-conductorextending along another portion of the said path and deriving currentfrom the same source, a magnetic core carried by the car in inductionalrelation to the stationary cores, a secondary conductor wound thereon, amovable contact connected to the secondary conductor to make contactwith the exposed line conductor, and an electro-magnetic motor on thecar and for propelling the same and connected in circuit with thesecondary conductor.

10. The combination of a car or vehicle movable along a given path, astationary magnetic core extending along a portion of the path, aconductor to magnetize said core and connected with a source ofirregular or alternating currents, an exposed line workingconductorextending along another portion of the said path, a magnetic corecarried by the car in inductional relation to the stationary cores, asecondary conductor wound thereon, a movable contact connected to thesecondary conductor to make contact with the exposed line conductor, andan electromagnetic motor on the car and for propelling the same andconnected in circuit with the secondary conductor.

11. The combination of a car or vehicle movable along a given path, astationary magnetic core extending along a portion of the path, aconductor to magnetize said core and connected with a source ofirregular or alternating currents, an exposed line working-conductorextending along another portion of the said path, a current-transformerbetween the said conductor connected with the source and the exposedline conductor, a magnetic core carried by the car in inductionalrelation to the stationary cores, a secondary conductor wound thereon, amovable contact connected to the secondary conductor to make contactwith the exposed line conductor, and an electromagnetic motor on the carand forpropelling the same and conneeted in circuit with the secondaryconductor.

12. The combination of a car or vehicle movable along a given path, astationary magnetic core extending along a portion of the path, aconductor to magnetize said core and connected with a source ofirregular or alter n atin g currents, an exposed line working-conductorextending along another portion of the said path, aninductionaltransformer having one of its coils in circuit with the conductorconnected with the source and the other coil in circuit with the exposedline conductor, a magnetic core carried by the car in inductionalrelation to the stationary cores, a secondary conductor wound thereon, amovable contact connected to the secondary conductor to "make contactwith the exposed line conductor, and an electromagnetic motoron the carand for propelling the same and connected in circuit with the secondaryconductor.

13. The combination of a car or vehicle movable along a given path, aseries of stationary magnetic cores placed at intervals along a portionof said path, coils surrounding said cores and connected with a sourceof irregular or alternating currents, an exposed line working-conductorextending along another portion of the said path, a magnetic corecarried by the car in inductional relation to the stationary cores,asecondary cond uctorwound thereon, a movable contact connected to thesecondary eond uctor to make contact with the exposed line conductor, acurrent-rectifier in the conductor on the vehicle, and a direct-currentmotor on the car and for propelling the same and connected in circuitwith the secondary conductor.

14. In an electric railway having a conduction system for one portionand an induction system for other portions of the railway, thecombination of a source of high-tension current for one of the portionsequipped with the ICO IIO

induction system, atransformer to reduce the tension of a portion of thesaid current to supply the cond uction System, and a transformer toincrease the tension of a portion of the current of the conductionsystem to supply another portion of the railway equipped with theinduction system.

15. In an electric railway having a conduction system forone portion andan induction system for another portion of the railway, a source oflow-tension current for the conduction system, anda cuwent-transformerto increase the tension of a portion of the said current to supply theinduction system.

16. In an electric railway having a conduction system for one portionand an induction system for another portion, means for supplying theconduction system with a direct current and the induction system with analternating current.

17. In an electric railway, a supply-con ductorextendingalongtherailway,havin g one or more portions of its length exposed and one ormore portions insulated, means for supplyin g the exposed portion orportions of the supply-conductor with a current of lower tension thanthe other portion or portions, a car to move along said railway, anelectric motor to propel the car, an electric conductor on the carconnected to the motor, an electric connection to conduct the currentbetween the exposed portion or portions of the supplyconductor and thecar-conductor, and suitable means whereby the current for the motor maybe derived from theinsulated portion or portions of the supply-conductorby induction.

In testimony whereof I have hereunto signed my name this 15th day ofDecember,

MARK W. DEWEY. \Vitnesses:

O. H. DUELL,

H. M. SEAMANS.

